WO2014136627A1 - Dispositif de commande de frein - Google Patents

Dispositif de commande de frein Download PDF

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Publication number
WO2014136627A1
WO2014136627A1 PCT/JP2014/054625 JP2014054625W WO2014136627A1 WO 2014136627 A1 WO2014136627 A1 WO 2014136627A1 JP 2014054625 W JP2014054625 W JP 2014054625W WO 2014136627 A1 WO2014136627 A1 WO 2014136627A1
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WO
WIPO (PCT)
Prior art keywords
brake
master cylinder
pressure
valve
brake circuit
Prior art date
Application number
PCT/JP2014/054625
Other languages
English (en)
Japanese (ja)
Inventor
周彦 東
Original Assignee
日立オートモティブシステムズ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Priority to US14/773,196 priority Critical patent/US20160016572A1/en
Priority to DE112014001134.7T priority patent/DE112014001134T5/de
Publication of WO2014136627A1 publication Critical patent/WO2014136627A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/161—Systems with master cylinder
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/4072—Systems in which a driver input signal is used as a control signal for the additional fluid circuit which is normally used for braking
    • B60T8/4081—Systems with stroke simulating devices for driver input
    • B60T8/4086—Systems with stroke simulating devices for driver input the stroke simulating device being connected to, or integrated in the driver input device
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/343—Systems characterised by their lay-out
    • B60T8/344—Hydraulic systems
    • B60T8/348—4 Channel systems

Definitions

  • the present invention relates to a brake control device provided between a master cylinder and a wheel cylinder.
  • Patent Document 1 A technique described in Patent Document 1 is known as a technique for sucking in brake fluid in a master cylinder with a pump and controlling the hydraulic pressure of the wheel cylinder.
  • a control valve that controls a flow rate of a circuit that connects a master cylinder and a suction side of a pump is provided in each of a primary system and a secondary system.
  • An object of the present invention is to provide a brake control device that can avoid an increase in size and cost of the device.
  • a brake circuit having a control valve is provided only in one system so that the driver can operate the brake. Based on this, the master cylinder pressure generated in each hydraulic pressure chamber of the tandem master cylinder is adjusted by controlling the gate-out valve, the pump, and the control valve.
  • the master cylinder pressure can be controlled only by providing a control valve and a brake circuit in only one system. Therefore, the number of control valves and brake circuits can be suppressed, and an increase in size and cost of the brake control device can be avoided.
  • FIG. 3 is a hydraulic circuit diagram of the brake device according to the first embodiment. 3 is a flowchart illustrating a control process of the brake control device according to the first embodiment. It is a time chart at the time of switching from friction braking to regenerative braking in the brake control apparatus of Example 1. It is the schematic showing the effect
  • FIG. 1 is a hydraulic circuit diagram of the brake device according to the first embodiment.
  • the hydraulic circuit is formed in a hydraulic control unit 30 provided between the master cylinder M / C and the wheel cylinder W / C.
  • the master cylinder M / C is a tandem master cylinder having a reservoir tank R / T.
  • the master cylinder M / C includes a first piston 43 that moves together with the push rod 41 connected to the brake pedal BP, and a second piston 43 that is connected to the first piston 43 via an elastic body.
  • a primary hydraulic pressure chamber Pp is formed in a region defined by the first piston 43 and the second piston 43, and a secondary hydraulic pressure chamber PS is formed in a region defined by the second piston 43 and the master cylinder housing MH. Is formed.
  • the first piston 43 and the second piston 43 are connected via an elastic body so that the primary hydraulic pressure chamber Pp and the secondary hydraulic pressure chamber PS have the same hydraulic pressure.
  • the master cylinder housing MH and the reservoir tank R / T have a primary side port 44 that communicates with the primary hydraulic pressure chamber Pp and a secondary side port 45 that communicates with the secondary hydraulic pressure chamber PS.
  • the hydraulic chambers Pp, PS and the reservoir tank R / T are in communication with each other.
  • the first piston 43 moves to the left in FIG. 1, thereby closing the primary side port 44 and increasing the hydraulic pressure in the primary hydraulic pressure chamber Pp. 43 also moves to the left in FIG. 1, the secondary side port 45 is also closed, and the hydraulic pressure in the secondary hydraulic pressure chamber PS rises.
  • the position of the second piston 43 moves so that the pressure in the primary hydraulic chamber Pp and the secondary hydraulic chamber PS are the same.
  • the brake pedal BP is provided with a stroke sensor 24 for detecting the brake pedal stroke amount, and detects the driver's intention to brake.
  • This brake fluid pressure control device regenerates the integrated controller CU that controls the running state of the entire vehicle in addition to the required fluid pressure of Vehicle Dynamics Control (hereinafter referred to as VDC) and Anti-lock Brake System (hereinafter referred to as ABS) from the brake controller BCU. Hydraulic pressure control is performed according to the required hydraulic pressure associated with the cooperative control.
  • VDC Vehicle Dynamics Control
  • ABS Anti-lock Brake System
  • the hydraulic control unit 30 includes two systems, a brake hydraulic circuit of a primary brake system (hereinafter referred to as P system) and a brake hydraulic circuit of a secondary brake system (hereinafter referred to as S system), and has a piping structure called X piping. ing.
  • P system primary brake system
  • S system secondary brake system
  • X piping a piping structure called X piping.
  • the left front wheel cylinder W / C (FL) and the right rear wheel wheel cylinder W / C (RR) are connected to the P system, and the right front wheel wheel cylinder W / C (FR) is connected to the S system. ),
  • the wheel cylinder W / C (RL) of the left rear wheel is connected.
  • the hydraulic pressure control unit 30 and each wheel cylinder W / C are connected to a wheel cylinder port 19 (19RL, 19FR, 19FL, 19RR) drilled in the upper surface of the housing.
  • the pump unit is a tandem gear pump that is provided with a gear pump PP and a gear pump PS (hereinafter collectively referred to as a gear pump P) in each of the P system and the S system, and is driven by a motor M.
  • the master cylinder M / C and the fluid pressure control unit 30 are connected to the fluid passages 18P and 18S via master cylinder ports 20P and 20S drilled in the port connection surface of the housing.
  • the liquid path 18 and the suction side of the gear pump P are connected by liquid paths 10P and 10S.
  • a master cylinder pressure sensor 22 is provided between the master cylinder port 20P and a connection portion between the liquid path 10P.
  • Liquid passages 15P and 15S are connected to the discharge side of the gear pump P, and the liquid passages 15P and 15S and the respective wheel cylinders W / C are connected by liquid passages 11P and 11S.
  • Liquid pressure sensors 23P and 23S for detecting the discharge pressure (or wheel cylinder pressure) of the gear pump P are provided in the liquid passages 15P and 15S. Further, on each liquid passage 11, pressure increasing valves 3FL, 3RR, 3FR, 3RL which are normally open solenoid valves corresponding to the respective wheel cylinders W / C (also collectively referred to as pressure increasing valves 3). Is provided. Further, check valves 6P and 6S are provided on each liquid passage 15 and between each pressure increasing valve 3 and the gear pump P. Each check valve 6 allows the flow of the brake fluid pressure in the direction from the gear pump P toward the pressure increasing valve 3, and prohibits the flow in the opposite direction.
  • each fluid passage 11 is provided with fluid passages 16FL, 16RR, 16FR, and 16RL that bypass each pressure increasing valve 3, and the fluid passage 16 is provided with check valves 9FL, 9RR, 9FR, and 9RL.
  • Each check valve 9 allows the flow of brake fluid pressure in the direction from the wheel cylinder W / C toward the master cylinder M / C, and prohibits the flow in the opposite direction.
  • the master cylinder M / C and the liquid path 11 are connected by liquid paths 12P and 12S, and the liquid path 11 and the liquid path 12 merge between the gear pump P and the pressure increasing valve 3.
  • gate-out valves 2P and 2S (generally referred to as gate-out valves 2), which are normally open solenoid valves, are provided.
  • Each liquid path 12 is provided with liquid paths 17P and 17S that bypass each gate-out valve 2.
  • the liquid path 17 is provided with check valves 8P and 8S.
  • Each check valve 8 allows the flow of brake fluid pressure in the direction from the master cylinder M / C side toward the wheel cylinder W / C, and prohibits the flow in the opposite direction.
  • Reservoirs RSP and RSS are provided on the suction side of the gear pump P, and the reservoir RS and the gear pump P are connected by liquid passages 14P and 14S.
  • the reservoir RS includes check valves 30P and 30S, which can block between the liquid path 10, the liquid path 13, and the liquid path 14.
  • the wheel cylinder W / C and the reservoir RS are connected by liquid paths 13P and 13S, and the liquid path 13 and the liquid path 14 merge on the reservoir RS side (downstream side as viewed from the master cylinder) from the check valve 30. ing.
  • Each liquid passage 13 is provided with pressure reducing valves 4FL, 4RR, 4FR, 4RL (generally referred to as pressure reducing valves 4), which are normally closed solenoid valves.
  • a fluid passage 21S (third brake) that connects between the fluid passage 18S (first brake circuit) between the secondary hydraulic chamber PS and the gate-out valve 2S and the fluid passage 13S on the suction side of the gear pump PS. Circuit).
  • the fluid passage 21S is provided with a suction valve 1S that adjusts the master cylinder pressure by allowing the brake fluid to flow out from the secondary fluid pressure chamber PS. Since the liquid passage 21S provided with the suction valve 1S is provided only in the secondary brake system and not in the primary brake system, the liquid passage is simplified and the number of valves is reduced.
  • the master cylinder M / C of the first embodiment is a tandem type, and the second piston 43 moves so that the hydraulic pressure difference between the primary hydraulic chamber Pp and the secondary hydraulic chamber PS is eliminated. If a suction valve is provided only in the primary brake system, the brake fluid flows out from the primary fluid pressure chamber PS, so that the master cylinder pressure matches the target master cylinder pressure. At this time, if the second piston 43 strokes to the right in FIG. 1 as the volume of the primary hydraulic pressure chamber Pp decreases, the secondary side port 45 may open to the secondary brake system, and the hydraulic pressure may be released. There is.
  • both the first piston 43 and the second piston 43 only move to the left side in FIG. There is no risk of communication between the port and each brake system. From the above, the suction valve 1S is provided only in the secondary brake system.
  • FIG. 2 is a flowchart illustrating a control process of the brake control device according to the first embodiment.
  • step S1 the target master cylinder pressure and the target wheel cylinder hydraulic pressure are calculated based on the brake pedal stroke amount detected by the stroke sensor 24.
  • step S2 it is determined whether or not the target master cylinder pressure is other than 0. If it is not 0, the process proceeds to step S3. If it is 0, the process proceeds to step S5, and the control of the suction valve 1S is turned off. This is because it is not necessary to open and close the suction valve 1S if it is not necessary to control the master cylinder pressure.
  • step S3 it is determined whether or not regenerative cooperative control is in progress. Otherwise, the process proceeds to step S5, and the control of the suction valve 1S is turned off.
  • the master cylinder pressure and the wheel cylinder pressure are controlled by the balance control by the gate-out valve 2, and it is not necessary to use the suction valve 1S. is there.
  • step S4 the control current of the suction valve 1S is calculated by the following method. First, when the master cylinder pressure sensor 22 is low with respect to the target master cylinder pressure, a current for controlling the suction valve 1S in the valve closing direction is calculated, and when the master cylinder pressure sensor 22 is high, the suction valve 1S is opened. Calculate the current to control in the direction. The increase / decrease amount of the control current is set according to the differential pressure between the target master cylinder pressure and the actual master cylinder pressure. In step S5, the control of the suction valve 1S is turned off.
  • step S6 the motor rotational speed is calculated based on the target wheel cylinder pressure. Specifically, when the value of the hydraulic pressure sensor 23 is higher than the highest value of the target wheel cylinder pressure, the rotational speed of the motor is decreased (the minimum rotational speed itself maintains the minimum rotational speed), and the hydraulic pressure sensor 23 When the value of is low, the motor speed is increased.
  • step S7 the control current of the gate-out valve 2 is calculated. Specifically, when the value of the hydraulic pressure sensor 23 is higher than the highest value of the target wheel cylinder pressure, the gate-out valve 2 is controlled to open, and when the value of the hydraulic pressure sensor 23 is low. The gate-out valve 2 is controlled in the closing direction. The increase / decrease amount of the control current is set according to the differential pressure between the highest value of the target wheel cylinder pressure and the actual wheel cylinder pressure.
  • step S8 a drive command is output to each actuator.
  • FIG. 3 is a time chart when switching from friction braking to regenerative braking in the brake control apparatus according to the first embodiment
  • FIG. 4 is a schematic diagram illustrating the operation of the brake circuit when shifting from friction braking to regenerative braking.
  • both the target master cylinder pressure and the target wheel cylinder pressure increase, and since regenerative braking control is not performed, boost control is executed, and master cylinder pressure and wheel cylinder pressure are controlled by balance control of the gate-out valve 2. Is ensured.
  • FIG. 5 is a time chart when the regenerative braking is switched to the friction braking in the brake control device of the first embodiment
  • FIG. 6 is a schematic diagram showing the operation of the brake circuit when the regenerative braking is switched to the friction braking.
  • the brake fluid in the primary hydraulic chamber Pp is supplied to the wheel cylinder side (primary hydraulic chamber in FIG. 6).
  • the brake fluid is absorbed by the secondary brake system, the amount of brake fluid in the primary brake system is insufficient. Therefore, when the suction valve 1S is controlled in the closing direction, the brake fluid is returned through the gate-out valve 2S while maintaining the pressure in the master cylinder (the dashed-dotted arrow and the secondary hydraulic pressure in the gate-out valve 2S in FIG. 6).
  • the brake fluid in the secondary hydraulic chamber PS increases and the second piston 43 moves to the right in FIG.
  • the brakes of both systems can be controlled only by controlling the hydraulic pressure in the secondary hydraulic chamber PS by utilizing the feature that the independent primary hydraulic chamber Pp and the secondary hydraulic chamber PS in the master cylinder always maintain the same pressure. Control the liquid volume.
  • the master cylinder pressure of both systems can be controlled only by controlling only one system.
  • Step S4 master cylinder pressure adjusting unit
  • the liquid on the liquid path 18 and in parallel with the liquid path 21S connects the position on the master cylinder side with respect to the gate-out valve 2S and the suction side of the gear pump P.
  • a check valve 30S pressure regulating valve for restricting the flow of brake fluid into the reservoir RSS and the reservoir RSS provided on the suction side of the gear pump P on the passage 10S (fourth brake circuit) and the fluid passage 10S Between the wheel cylinder W / C of the liquid passage 18 and the connection position of the liquid passage 15 is provided with a pressure increasing valve 3 (inflow valve).
  • a brake control device comprising: a fluid passage 14 (fifth brake circuit) that connects the suction side of the fluid and a pressure reducing valve 4 (outflow valve) provided on the fluid passage 14. Therefore, the hydraulic pressure in the wheel cylinder can be controlled by the pressure increasing / reducing valve, and the brake fluid flowing out from the wheel cylinder via the pressure reducing valve can be supplied to the gear pump P.
  • each fluid chamber of the master cylinder M / C is divided into a chamber on the brake pedal side and the other side by a second piston 43 (piston) and connected to one system.
  • the fluid chamber to be operated is the secondary fluid pressure chamber PS (the other chamber), and is the master cylinder pressure provided on the fluid passage 18 of one system and between the secondary fluid pressure chamber PS and the gate-out valve 2.
  • a sensor 22 (first pressure detection unit) and a stroke sensor 24 (stroke detection unit) for detecting the brake operation amount of the driver are provided.
  • Step S4 master cylinder pressure adjustment unit
  • a brake control device that controls the valve opening amount of the suction valve 1S so that the relationship maintains a predetermined relationship. Therefore, the relationship between the pedal stroke amount and the pedal effort is controlled in accordance with the preset characteristics, and a good pedal feel can be obtained.
  • Step S4 master cylinder pressure adjusting unit
  • Step S4 increases the valve opening amount of the suction valve 1S when the detected pressure is higher than the calculated target master cylinder pressure. Therefore, a good pedal feel can be obtained.
  • step S4 master cylinder pressure adjusting unit
  • step S4 opens the suction valve 1S when the detected pressure is low with respect to the calculated target master cylinder pressure.
  • a stroke sensor 24 stroke detection unit
  • a gate-out valve on the liquid path 18 in parallel with the liquid path 21S. 2 is a fluid path 10S (fourth brake circuit) that connects the position on the master cylinder side with respect to the suction side of the gear pump P, and a reservoir RS and a reservoir provided on the suction side of the gear pump P on the fluid path 10S.
  • a fluid passage 14 (fifth brake circuit) connecting the position on the wheel cylinder side with respect to the pressure increasing valve 3 and the suction side of the gear pump P, and a pressure reducing valve 4 (outflow) provided on the fluid passage 14
  • a fluid pressure sensor 23 (second pressure detector) provided between the pressure increasing valve 3, the gear pump P, and the gate-out valve 2 on the fluid path 18 or the fluid path 15.
  • a target wheel cylinder pressure calculating unit for calculating a target wheel cylinder pressure based on the stroke amount, and when the calculated target wheel cylinder pressure is lower than the pressure detected by the hydraulic pressure sensor 23, the gate-out valve 2 is opened.
  • a brake control device that is driven in a direction. Therefore, the wheel cylinder pressure can be controlled in addition to the master cylinder pressure.
  • Independent P system primary brake system
  • S system for increasing the pressure of the wheel cylinder W / C by the brake fluid flowing out from the hydraulic chambers Pp, PS of the master cylinder M / C (tandem master cylinder) (Secondary brake system) and each system includes a gear pump P (which generates hydraulic pressure of the wheel cylinder W / C by brake fluid flowing into the brake circuit from the primary hydraulic chamber Pp and the secondary hydraulic chamber PS. Pump), a fluid passage 18 (first brake circuit) connecting the master cylinder M / C and the wheel cylinder W / C, and a fluid passage 15 (second brake) connecting the fluid passage 18 and the discharge side of the gear pump P.
  • gear pump P which generates hydraulic pressure of the wheel cylinder W / C by brake fluid flowing into the brake circuit from the primary hydraulic chamber Pp and the secondary hydraulic chamber PS.
  • Pump a fluid passage 18 (first brake circuit) connecting the master cylinder M / C and the wheel cylinder W / C
  • second brake connecting the fluid passage 18 and the discharge side of the gear
  • the master cylinder pressure adjustment circuit is arranged on the fluid passage 15 between the secondary fluid pressure chamber PS and the gate-out valve 2 and the suction side of the gear pump P.
  • a brake control device comprising a liquid passage 21S (third brake circuit) to be connected and a suction valve 1S (control valve) provided on the liquid passage 21S. Therefore, it becomes possible to control the master cylinder pressure with a simple configuration such as one valve and a liquid passage, and it is possible to avoid an increase in size and cost of the apparatus.
  • step S4 master cylinder pressure adjusting unit
  • the liquid on the liquid path 15 and in parallel with the liquid path 21S connects the position on the master cylinder side with respect to the gate-out valve 2 and the suction side of the gear pump P.
  • a path 10S fourth brake circuit
  • a check valve 30S pressure regulating valve
  • a master cylinder pressure sensor 22 first pressure detection unit
  • a stroke sensor 24 (stroke detector) for detecting
  • Step S4 master cylinder pressure adjusting unit
  • Step S4 controls the valve opening amount of the suction valve 1S so that the relationship between the detected pressure and the stroke amount maintains a predetermined relationship. Therefore, a good pedal feel can be obtained.
  • the brake control device further including a target master cylinder pressure calculation unit that calculates a target master cylinder pressure based on the detected stroke, and step S4 (master cylinder pressure adjustment unit) is calculated. A brake control device that increases the valve opening amount of the suction valve 1S when the detected pressure is higher than the target master cylinder pressure. Therefore, a good pedal feel can be obtained.
  • the brake control device further including a target master cylinder pressure calculation unit that calculates a target master cylinder pressure based on the detected stroke, and step S4 (master cylinder pressure adjustment unit) is calculated. A brake control device that increases the valve opening amount of the suction valve 1S when the detected pressure is higher than the target master cylinder pressure. Therefore, a good pedal feel can be obtained.
  • the brake control device wherein the gear pump P is rotationally driven when the amount of brake operation by the driver increases. Therefore, a good pedal feel can be obtained.
  • the stroke sensor 24 (stroke detector) that detects the amount of brake operation by the driver, the pressure increasing valve 3 and the gear pump P on the liquid path 18 or the liquid path 15
  • a hydraulic pressure sensor 23 (second pressure detection unit) provided between the motor and the gate-out valve 2
  • a target wheel cylinder pressure calculation unit for calculating a target wheel cylinder pressure based on the detected stroke amount.
  • a brake control device that drives the gate-out valve 2 in the valve opening direction when the target wheel cylinder pressure is lower than the pressure detected by the hydraulic pressure sensor 23. Therefore, the wheel cylinder pressure can be controlled in addition to the master cylinder pressure.
  • a fluid passage 21S (third brake circuit) that connects between the re-hydraulic chamber PS and the gate-out valve 2S and the suction side of the gear pump PS is provided.
  • Brake control characterized by having step S4 (master cylinder pressure adjusting function) for adjusting the master cylinder pressure generated in each hydraulic pressure chamber based on the state, and having no master cylinder pressure adjusting function in the other system apparatus. Therefore, it becomes possible to control the master cylinder pressure with a small number of valves and a liquid passage, and it is possible to avoid an increase in size and cost of the apparatus.
  • a liquid path 10S (fourth brake circuit) provided in parallel to the liquid path 21S and a liquid path 10S on the suction side of the gear pump P are provided. And a check valve 30S (pressure regulating valve) for limiting the amount of brake fluid flowing into the reservoir RS, and a suction valve 1S (control valve) provided in the fluid passage 10S, step S4 (master cylinder)
  • the pressure control function is a brake control device that drives the suction valve 1S based on the brake operation state of the driver and adjusts the master cylinder pressure of both the hydraulic chambers Pp, PS. Therefore, it becomes possible to control the master cylinder pressure with a small number of valves and a liquid passage, and it is possible to avoid an increase in size and cost of the apparatus.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

La présente invention concerne un dispositif de commande de frein pouvant éviter une augmentation de la taille ou du coût du dispositif. Selon la présente invention, dans un dispositif de commande de frein disposé entre un maître-cylindre tandem et un cylindre de roue, un seul câble est pourvu d'un circuit de freins présentant une soupape de commande. Une pression de maître-cylindre produite dans chaque chambre de pression de fluide du maître-cylindre tandem est ajustée en commandant une soupape de sortie, une pompe et la soupape de commande en fonction de l'état d'actionnement du frein par un conducteur.
PCT/JP2014/054625 2013-03-05 2014-02-26 Dispositif de commande de frein WO2014136627A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US14/773,196 US20160016572A1 (en) 2013-03-05 2014-02-26 Brake Control Device
DE112014001134.7T DE112014001134T5 (de) 2013-03-05 2014-02-26 Bremssteuerungsvorrichtung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013042675A JP2014169040A (ja) 2013-03-05 2013-03-05 ブレーキ制御装置
JP2013-042675 2013-03-05

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WO2014136627A1 true WO2014136627A1 (fr) 2014-09-12

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US (1) US20160016572A1 (fr)
JP (1) JP2014169040A (fr)
DE (1) DE112014001134T5 (fr)
WO (1) WO2014136627A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015208876A1 (de) * 2015-05-13 2016-11-17 Robert Bosch Gmbh Hydraulikaggregat und Bremssystem für ein Fahrzeug
JP6434395B2 (ja) * 2015-10-23 2018-12-05 株式会社アドヴィックス 液圧制御装置
DE102017204559A1 (de) * 2017-03-20 2018-09-20 Continental Teves Ag & Co. Ohg Verfahren zum Betreiben eines Bremssystems und Bremssystem

Citations (4)

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JP2002255018A (ja) * 2001-02-28 2002-09-11 Bosch Braking Systems Co Ltd ブレーキシステム
JP2006137221A (ja) * 2004-11-10 2006-06-01 Honda Motor Co Ltd 車両のブレーキ液圧制御装置
JP2012051455A (ja) * 2010-09-01 2012-03-15 Hitachi Automotive Systems Ltd 液圧ブレーキ制御装置
JP2012136099A (ja) * 2010-12-24 2012-07-19 Hitachi Automotive Systems Ltd ブレーキ制御装置

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Publication number Priority date Publication date Assignee Title
JP5074877B2 (ja) * 2007-10-12 2012-11-14 日立オートモティブシステムズ株式会社 ブレーキ倍力制御装置
WO2011134987A1 (fr) * 2010-04-27 2011-11-03 Continental Teves Ag & Co. Ohg Système de freinage pour un véhicule automobile et procédé pour faire fonctionner un système de freinage
JP2012025208A (ja) * 2010-07-20 2012-02-09 Hitachi Automotive Systems Ltd 走行制御装置
JP5270654B2 (ja) * 2010-12-24 2013-08-21 日立オートモティブシステムズ株式会社 ブレーキ制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002255018A (ja) * 2001-02-28 2002-09-11 Bosch Braking Systems Co Ltd ブレーキシステム
JP2006137221A (ja) * 2004-11-10 2006-06-01 Honda Motor Co Ltd 車両のブレーキ液圧制御装置
JP2012051455A (ja) * 2010-09-01 2012-03-15 Hitachi Automotive Systems Ltd 液圧ブレーキ制御装置
JP2012136099A (ja) * 2010-12-24 2012-07-19 Hitachi Automotive Systems Ltd ブレーキ制御装置

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JP2014169040A (ja) 2014-09-18
US20160016572A1 (en) 2016-01-21
DE112014001134T5 (de) 2015-11-19

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